Sentences with phrase «end grunt»

The engine lacks the low - end grunt of the Blazer V - 6 - the kind of low - speed hauling power you need for towing or tiptoeing along boulder - strewn trails.

That would be the v6 in the standard pickup with an electric supercharger for low end grunt < 2,500 rpm and a turbo for revs > 2,500.

Naturally it wants to climb up to the highest ratio as soon as possible in order to meet its faux emission targets, but the combination of its speed and willingness to change gear on its own accord with a sharp immediacy, combined with the V10's traction and low - end grunt means it's rare for you to have to step in and flick a paddle to find the right gear.

In theory, an electrified system could serve up immediate low - end grunt thanks to the electric motors while offering the fuel economy benefits of a downsized engine.

Power delivery is smooth and there is good low - end grunt for city driving.

With 158 horsepower and 162 lb - ft of torque, it doesn?ft need to be revved to the heavens to get along but has plenty of low - end grunt making for effortless getaways.

Vauxhall's claims that the engine has been tuned for mid-range response rather than top - end grunt rings true on the road, with just enough urge to entertain and a pleasing exhaust note for accompaniment.

Still, a lack of low - end grunt stymies any plans for bravado - laced light - to - light sprints, considering peak power arrives toward the top of the rev range.

Speaking of which, the Td6's immediate low - end grunt also proved exceptional in the dirt.

At 310 lb - ft, its low - end grunt trails only that of the voracious twin - turbo V6 Ford Fusion Sport (380 lb - ft) among mainstream midsize sedans.

The transmission's gear spacing is fairly wide to improve low - end grunt while still keeping the revs down for top - gear highway cruising.

More importantly, with more than decent torque spread and bottom end grunt, in - gear acceleration is good.

The motor doesn't have a very strong mid-range but the top end grunt more than makes up for it.

This motor delivers a good low end grunt with brilliant mid and high range.

It has ample power to push this car around quickly, but it does not have the low - end grunt of the V8 engine GM puts in Camaros.

And solid low - end grunt means you don't have to whip it along to maintain a brisk clip.

We tried the diesel engine first and found it perfectly suited to the new BMW's sporting brief, endowing it with enormous low - end grunt thanks to its generous reserves of torque — all of which can be tapped at just 1,500 rpm.

With 302 lb - ft of torque producing plenty of low - end grunt, you could easily get by without ever spinning the engine more than 3000 rpm.

Although low - end grunt is brawny and a through - the - roof redline run can make your toes curl, the V - 8's most impressive quality is midrange torque.

You simply respect that the lower center of gravity offered by the Subaru - based engine is a key part to why the 86 handles so well and you put up with the acoustics and lack of low - end grunt.

There's massive low - end grunt, but it still rewards when revved, both aurally and physically.

It's also utterly unfussy at low speeds, which apparently a dual - clutch would have been given the new engine's copious low - end grunt.

What you notice right away, though, is the newfound abundance of low - end grunt.

The 2.0 T has enough low - end grunt to sprint around town — one of the reasons we have previously loved this engine in its GTI application — and plenty of power at highway speeds.

The added low - end grunt will surely be even more useful on the street, where most Camaro SS owners drive their cars.

Why not tune the engine for greater low - end grunt?

In short, immediate, low - end grunt isn't the TSX's strongest suit.

It harbors deep reserves of low - end grunt; its ordinary, cast - iron brakes out - decelerate the competition by an almost supernatural margin; and the steering is a precision instrument.

It's somewhat lacking in low - end grunt (only 159 lb - ft of torque), but if you keep the revs up, it's no problem.

This would be the definition of low - end grunt.

Like its predecessor, the 2018 GTI is not an aggressive street racer but a relaxed gran turismo with long legs and plenty of low - end grunt.

But with only a 180kW / 350Nm 2.0 - litre four - cylinder turbo - petrol engine under the bonnet (up 20kW / 26Nm for 2018), the H9's touring range and low - end grunt are still noticeably shy of gutsier turbo - diesel rivals.

Driving impressions largely mirror our findings when we tried this powertrain setup in the 200C, with decent low - end grunt and smooth shifts but a lot of hunting between those nine gears at highway speeds.

Mated to a short - throw, 6 - speed manual transmission, the powertrain provides a thrilling new driving experience with more low - end grunt and increased torque output across the engine's full rev range compared to the previous Si.

In normal driving situations, the diesel has a more relaxed character than the Colorado's gas engines and, thanks to the extra low - end grunt, the standard six - speed automatic transmission doesn't need to change gears as often.

The power delivery is linear and there is enough low - end grunt to pull cleanly in one gear higher.

However, a 6.0 L V - 8 gasoline engine is standard in case you want the low - end grunt and roar of a naturally aspirated V - 8 gasoline engine.

Both the engines are tuned for a strong low - end grunt.

Off - roaders in need of low - end grunt and eco-conscious consumers who prefer 26 combined mpg to the gas engine's 21 - mpg rating will prefer the oil burner.

The low - end grunt of this engine can make short order of a snowbank, while sophisticated xDrive all - wheel drive delivers the power where it is needed when it is needed.

Because of the strong low - end grunt, the Celerio gives better mileage in the city than on the highway.

What this means is that there is enough low - end grunt to make those quick overtakes and it builds up speed as smoothly as possible.

What the Boxer engine lacks in low - end grunt, however, it more than makes up for with its playfulness at the mid-to-top swing of the power band.

There is good low - end grunt but the mid-range and top - end is where the action really is.

Still, it's this delicious low - end grunt that makes the D - Max such a pleasure to drive.

The Insight's 123 pound - feet of torque may not seem like a lot of power (and it's not), but the low - end grunt of the electric assist means that all of the twist is available as early as 1,000 rpm.

The S is the one we'd go for - the standard car is hardly slow, but the Cayman S has even more low - end grunt and top end fizz.